Lakeside Terrace Development City of Barrie, County of Simcoe Traffic Brief for: Type of Document: Final Report Project Number: JDE 1617 Date Submitted: April 29 th, 216 4/29/16 John Northcote, P.Eng. Professional License #: 112471 JD Northcote Engineering Inc. 86 Cumberland Street Barrie, ON 75.725.435 www.jdengineering.ca
Legal Notification This report was prepared by JD Northcote Engineering Inc. for the account of Little Lake Senior Community Group. Any use which a third party makes of this report, or any reliance on or decisions to be made based on it, are the responsibility of such third parties. JD Northcote Engineering Inc. accepts no responsibility for damages, if any, suffered by any third party as a result of decisions made or actions based on this project. ii
Table of Contents 1 Introduction... 5 1.1 Background... 5 1.2 Study Scope and Objectives... 5 2 Information Gathering... 6 2.1 Street and Intersection Characteristics... 6 2.2 Traffic Counts... 6 3 Site Traffic... 7 3.1 Development Status... 7 3.2 Medical Office Building Traffic... 8 3.3 Retirement Home Traffic... 9 3.4 Total Approved Site Traffic... 1 3.5 Redistribution of Medical Office Building Traffic... 11 3.6 Total (216) Traffic Volumes... 12 4 Parking Access Analysis... 13 4.1 Introduction... 13 4.2 Sight Distance Review... 15 5 Summary... 15 List of Tables Table 1 Traffic Count Data... 7 Table 2 Estimated Traffic Generation of Retirement Home... 9 Table 3 Estimated Traffic Distribution for Total Approved Site Traffic... 11 Table 4 Level of Service Criteria for Intersections... 14 Table 5 Intersection Operation for Total (216) Traffic Volumes... 14 List of Figures Figure 1 Proposed Site Location and Study Area... 6 Figure 2 Existing (216) Peak Hour Traffic Volumes... 7 Figure 3 Medical Office Building Peak Hour Traffic Volumes (85% Occupancy)... 8 Figure 4 Medical Office Building Peak Hour Traffic Volumes (Unoccupied 15%)... 9 Figure 5 Retirement Home Peak Hour Traffic Volumes... 1 Figure 6 Approved Site Development Peak Hour Traffic Volumes (Full-Occupancy)... 11 Figure 7 Redistribution of Medical Office Building Peak Hour Traffic (Full-Occupancy)... 12 Figure 8 Total (216) Peak Hour Traffic Volumes... 13 iii
List of Appendices APPENDIX A Site Plan APPENDIX B Traffic Counts APPENDIX C Previous Study Excerpts APPENDIX D Synchro Results iv
1 Introduction 1.1 Background The subject site is located at the intersection of J.C. Massie Way and Little Lake Drive in the City of Barrie [City]. The next phase of this existing development includes a relocation of a temporary parking lot (currently located in the middle of their lands) to lands that the City are considering deeming surplus and some additional lands owned by the Ontario Ministry of Transportation, which have become available as a result of the reconstruction of the Duckworth Street interchange with Highway 4 [Surplus Lands]. As a result of the existing grades in the Surplus Lands, the proposed parking lot design includes two parking lots that are separated by a retaining wall. The eastern parking lot is referred to as the Upper Parking Lot and the smaller western parking lot is referred to as the Lower Parking Lot. A total of 139 parking spaces are provided in the Upper Parking Lot (99 parking spaces) and Lower Parking Lot (4 parking spaces). The proposed parking supply is similar to the parking supply in the existing temporary parking lot, which will be removed. The subject site currently provides a single full-movement access at the southeast corner of the intersection of J.C. Massie Way and Little Lake Drive [Existing Access]. As part of the proposed works, the Existing Access is to be reconfigured along with the intersection of J.C. Massie Way and Little Lake Drive to provide a more defined entrance, which will be moved slightly to the northwest. The Upper Parking Lot includes a full-movement connection to the Existing Access driveway. The Lower Parking Lot is accessed via a proposed full-movement driveway onto J.C. Massie Way. Figure 1 illustrates the location of the subject site as well as the location of the proposed site access. The proposed development site plan is shown in Appendix A. This study builds on the previous Updated Analysis Traffic Impact and Parking Study (Cole Engineering Group Ltd., February 213) for the subject site [Cole Study]. [the Developer] has retained JD Northcote Engineering Inc. [JD Engineering] to prepare this traffic brief in support of the Zoning Bylaw Amendment and OPA Applications. 1.2 Study Scope and Objectives Based on discussions with the City Transportation Department, the purpose of this traffic brief is to assess the operation of the proposed site access configuration for the approved development. The analysis includes a review of the traffic volumes generated by full occupancy of the medical office building (Condominium Block A ) and full occupancy of the retirement home (Condominium Block C ). Our analysis includes the existing 216 traffic volumes (with the above-noted development within the subject site) during the weekday morning [AM] and mid-day [MID] peak hour, which will be the peak traffic generation periods for the subject site. 5
Figure 1 Proposed Site Location and Study Area 2 Information Gathering 2.1 Street and Intersection Characteristics J.C. Massie Way is a local road with a two-lane urban cross-section, under the jurisdiction of the City. There is a sidewalk on the north side of the road. J.C. Massie Way has an assumed (unsigned) speed limit of 5km/h. No bus service is provided along J.C. Massie Way. Little Lake Drive is a local road with a two-lane urban cross-section, under the jurisdiction of the City. There is a sidewalk on the west side of the road, near the subject site. Little Lake Drive has an assumed (unsigned) speed limit of 5km/h. No bus service is provided along Little Lake Drive. According to the City of Barrie Multi-Modal Active Transportation Master Plan [MMATMP], there are no planned road improvements on J.C. Massie Way or Little Lake Drive up to the 231 horizon year. 2.2 Traffic Counts Detailed traffic and pedestrian counts were completed on J.C. Massie Way at the subject site. Table 1 summarizes the traffic count data collection information. 6
Table 1 Traffic Count Data Location Count Date AM Peak Hour MID Peak Hour PM Peak Hour J.C. Massie Way / Little Lake Drive / Existing Access March 3 th, 216 8: - 9: 12:3-13:3 16: - 17: Detailed traffic count data can be found in Appendix B. The peak hours of traffic generation for the study area intersections generally aligned with the anticipated peak hour of traffic generation by the proposed development. Heavy vehicle percentages from the traffic count data have also been included in the Synchro analysis. Figure 2 illustrates the existing (216) AM and MID peak hour traffic volumes at the site access. Figure 2 Existing (216) Peak Hour Traffic Volumes 3 Site Traffic 3.1 Development Status Approved development within the subject site includes a medical office building (4,38 sq.m. GFA), located at the southeast corner of the intersection of J.C. Massie Way and Little Lake Drive and a retirement home (14 suites), located at the east end of the subject site. Based on our discussions 7
with the owner, on March 3 th, 216 (date of the traffic counts), the medical office building was 85% occupied and the retirement home was unoccupied. It is anticipated that the medical office building and the retirement home will be fully-occupied by the end of 216. 3.2 Medical Office Building Traffic The existing traffic volume entering and exiting the subject site has been assumed to be attributed to the 85% occupancy of the medical office building. It is anticipated that some of this traffic is actually attributed to the construction of the retirement home; however, we conservatively ignored the impact of the construction traffic, as it is expected to be relatively minor. Figure 3 illustrates the existing site traffic volumes, with the pass-by traffic on J.C. Massie Way and Little Lake Drive removed. Figure 3 Medical Office Building Peak Hour Traffic Volumes (85% Occupancy) We have estimated the additional traffic which will be generated by the full-occupancy of the medical office building by assuming the existing traffic volumes account for 85% of the total site traffic volumes. Figure 4 illustrates the estimated peak hour traffic generation for the unoccupied (15%) component of the existing medical office building 1. 1 Values have been calculated using the following formula [(Site Traffic Volume /.85) Site Traffic Volume]. 8
Figure 4 Medical Office Building Peak Hour Traffic Volumes (Unoccupied 15%) 3.3 Retirement Home Traffic The traffic generated by the retirement home has been taken from the Cole Study (excerpt attached in Appendix C), which was based on trip generation data summarized in the Trip Generation Manual, 8 th Edition, published by ITE, Land Use Code 255 (Continuing Care Retirement Community). The trip generation calculations from this report are summarized in Table 2. Table 2 Estimated Traffic Generation of Retirement Home Size Continuing Care Retirement Community (14 suites) Parametres AM Peak Hour PM Peak Hour IN OUT TOTAL IN OUT TOTAL Gross Trips 16 9 25 2 21 41 Gross Trip Rates.12.6.18.14.15.29 Total New Vehicular Trips 16 9 25 2 21 41 We have assumed that the traffic generation from the retirement home will only include trips to and from J.C. Massie Way. Figure 5 illustrates the estimated peak hour traffic generation for the retirement home. 9
Figure 5 Retirement Home Peak Hour Traffic Volumes 3.4 Total Approved Site Traffic The total peak hour traffic generation from all approved development within the subject site has been calculated by adding the traffic volumes in Figures 3, 4 and 5. Figure 6 illustrates the assumed total peak hour traffic generation for full-occupancy of all approved development within the subject site. 1
Figure 6 Approved Site Development Peak Hour Traffic Volumes (Full-Occupancy) 3.5 Redistribution of Medical Office Building Traffic The scope of the proposed site work includes a relocation of the temporary parking lot into a permanent location within the Surplus Lands. The traffic volumes in Figure 3 and 4 assume that all traffic generated by the medical office building will use the Existing Access. The proposed parking configuration will result in a redistribution of the medical office building traffic to the Upper Parking Lot Access and Lower Parking Lot Access. We have assumed that the distribution of traffic to each parking lot will be proportionate to the number of parking spaces. Table 3 summarizes the calculation of the medical office building (full-occupancy) trip distribution for each parking lot, based on the proposed parking supply in each lot. Parking Lot Access Table 3 Estimated Traffic Distribution for Total Approved Site Traffic Office Building Parking Supply Percent of Total Parking Supply AM Peak Hour PM Peak Hour IN OUT TOTAL IN OUT TOTAL Existing Access 91 4% 44 15 6 67 43 19 Upper Parking Lot Access 99 43% 47 17 64 71 46 117 Lower Parking Lot Access 4 17% 19 7 26 28 18 46 Total 23 1% 11 39 149 166 17 273 It is assumed that the traffic generated by the retirement home will only use the Existing Access, as illustrated in Figure 5. 11
Figure 7 illustrates the assumed redistribution of the peak hour traffic, generated from the fulloccupancy of the medical office building. Figure 7 Redistribution of Medical Office Building Peak Hour Traffic (Full-Occupancy) 3.6 Total (216) Traffic Volumes The total peak hour traffic volumes within the study area has been calculated by adding the pass-by traffic on J.C. Massie Way and Little Lake Drive, the retirement home traffic from Figure 5 and the redistribution of the full-occupancy of the medical office building traffic from Figure 7. The estimated total (216) traffic volumes with full-occupancy of the approved development within the subject site is illustrated in Figure 8. 12
Figure 8 Total (216) Peak Hour Traffic Volumes 4 Parking Access Analysis 4.1 Introduction An operational analysis was completed for the Total (216) peak hour traffic volumes using the traffic analysis software, Synchro 9, a deterministic model that employs Highway Capacity Manual and Intersection Capacity Utilization methodologies for analyzing intersection operations. These procedures are accepted by provincial and municipal agencies throughout North America. Synchro 9 enables the study area to be graphically defined in terms of streets and intersections, along with their geometric and traffic control characteristics. The user is able to evaluate both signalized and unsignalized intersections in relation to each other, thus not only providing level of service for the individual intersections, but also enabling an assessment of the impact the various intersections in a network have on each other in terms of spacing, traffic congestion, delay, and queuing. Individual turning movements with a volume-to-capacity [V/C] ratio of.85 or greater are considered to be critical movements and have been highlighted in the LOS tables. The intersection operations were also evaluated in terms of the LOS. LOS is a common measure of the quality of performance at an intersection and is defined in terms of vehicular delay. This delay includes deceleration delay, queue move-up time, stopped delay, and acceleration delay. LOS is expressed on a scale of A through F, where LOS A represents very little delay (i.e. less than 1 seconds per vehicle) and LOS F represents very high delay (i.e. greater than 5 seconds per vehicle 13
for a stop sign controlled intersection and greater than 8 seconds per vehicle for a signalized intersection). The LOS criteria for signalized and stop sign controlled intersections are shown in Table 4. A description of traffic performance characteristics is included for each LOS. Table 4 Level of Service Criteria for Intersections Control Delay (seconds per vehicle) LOS LOS Description Signalized Intersections Stop Controlled Intersections A Very low delay; most vehicles do not stop (Excellent) less than 1. less than 1. B Higher delay; more vehicles stop (Very Good) between 1. and 2. between 1. and 15. C D E F Higher level of congestion; number of vehicles stopping is significant, although many still pass through intersection without stopping (Good) Congestion becomes noticeable; vehicles must sometimes wait through more than one red light; many vehicles stop (Satisfactory) Vehicles must often wait through more than one red light; considered by many agencies to be the limit of acceptable delay This level is considered to be unacceptable to most drivers; occurs when arrival flow rates exceed the capacity of the intersection (Unacceptable) between 2. and 35. between 15. and 25. between 35. and 55. between 25. and 35. between 55. and 8. between 35. and 5. greater than 8. greater than 5. The operational analysis was completed using the proposed site access configuration. The results of the analysis for the total (216) peak hour traffic volumes can be found below in Table 5. Detailed output of the Synchro analysis can be found in Appendix D. Table 5 Intersection Operation for Total (216) Traffic Volumes Location Weekday AM Peak Hour Weekday PM Peak Hour (E-W Street / N-S Street) V/C Delay (s) LOS V/C Delay (s) LOS J.C. Massie Way / Lower Parking Lot Access -.3 A -.6 A NB.1 9.8 A.4 11.2 B J.C. Massie Way / Little Lake Drive / Existing Access - 2.1 A - 3.8 A NWB.6 9.3 A.17 1.3 B Existing Access / Upper Parking Lot Access - 1. A - 1.8 A NB.2 9.2 A.8 1.2 B The results of the LOS analysis indicate that all individual turning movements in the study area are operating at a very good level of service or better during the AM and MID peak hour. The 95 th percentile queue length for the critical northwest bound egress movements from the reconfigured Existing Access is 1.3 metres in the AM peak hour and 4.7 metres in the PM peak hour. This indicates that during the critical MID peak hour, 95% of the time the queue length will be one vehicle or less. There will be situations where more than one vehicle will be queuing to turn onto J.C. Massie Way or Little Lake Drive. In these rare events, northbound vehicles at the Upper Parking Lot Access will not be able to make the left turn movement onto the Existing Access driveway; however, the frequency of this scenario is relatively rare and the impact of an additional delay for northbound left turn 14
movements at the Upper Parking Lot Driveway will not impact driver behavior or cause any operational issues. A review of the passenger turning movements was completed to ensure that the proposed site access configuration can function as intended. No operational issues are anticipated as a result of the proposed site access configuration. Based on this review, the proposed configuration of the Lower Parking Lot Access, Upper Parking Lot Access and Existing Access will safely and efficiently convey the anticipated traffic in the study area. An emergency access is proposed at the southwest corner of the Upper Parking Lot onto Cundles Road East. This driveway will be gated at the edge of the right-of-way, to prevent use by nonemergency vehicles. This access will need to be maintained by the owner of the subject site. This includes snow removal up to the paved surface of Cundles Road East. The proposed configuration of the emergency access is not anticipated to result in any operational issues. 4.2 Sight Distance Review A review of the available sight distance was completed at the Existing Access and Lower Parking Lot Access based on the Transportation Association of Canada Guidelines for Canadian Roads [TAC Guidelines]. For the Existing Access, the sight distance north on Little Lake Drive and west on J.C. Massie Way is well in excess of the TAC Guidelines minimum sight stopping distance for a design speed of 6km/h (85 metres). For the Lower Parking Lot Access, the sight distance west on J.C. Massie Way is well in excess of the TAC Guidelines minimum sight stopping distance for a design speed of 6km/h (85 metres). The sight distance north on Little Lake Drive is currently 5 metres, which meets the TAC minimum sight stopping distance for a design speed of 4km/h. As a result of the back-to-back spiral curves on Little Lake Drive, north of J.C. Massie Way, it is anticipated the vehicles travelling southbound on Little Lake Drive and westbound on J.C. Massie Way, across the frontage of the subject site, will be travelling less than 4 km/h. This assumption was based on our driving field test. Regardless, it is recommended that Hidden Entrance warning signage is provided for southbound traffic on Little Lake Drive, north of J.C. Massie Way. It is also recommended that the existing cedar trees are limbed within the right-of-way to minimize the sight obstructions. 5 Summary The Developer retained JD Engineering to complete a Traffic Brief in support of the Official Plan Amendment and Zoning By-law Amendment for the proposed relocation of the temporary parking lot onto the Surplus Lands located southwest of the existing intersection of J.C. Massie Way / Little Lake Drive, in the City of Barrie. The proposed site plan is shown in Appendix A. This chapter summarizes the conclusions and recommendations from the study. 1. The Developer is proposing to relocate the temporary parking lot located near the middle of the subject site. The proposed parking lot is to be constructed on lands that the City are deeming surplus and some additional lands owned by the Ontario Ministry of Transportation, which have become available as a result of the reconstruction of the Duckworth Street interchange with Highway 4 [Surplus Lands]. 2. The existing site access [Existing Access] is to be reconfigured along with the existing intersection of J.C. Massie Way and Little Lake Drive to provide a more defined entrance, which will involve a slight relocation to the northwest. 15
3. The proposed parking area will be divided into two parking lots which will be separated by a retaining wall, as a result of the existing grades in the area. 4. The smaller western parking lot [Lower Parking Lot] will have 4 parking spaces and a fullmovement access onto J.C. Massie Way, 35 metres (measured centre of intersection to centre of intersection) west of the existing intersection of J.C. Massie Way / Little Lake Drive. 5. The larger eastern parking lot [Upper Parking Lot] will have 99 parking spaces and a fullmovement access onto the Existing Access driveway 19 metres (measured centre of intersection to centre of intersection) west of the existing intersection of J.C. Massie Way / Little Lake Drive. 6. Background traffic and pedestrian counts, collected on March 3th, 216, at the existing intersection of J.C. Massie Way / Little Lake Drive / Existing Access were commissioned by JD Engineering. 7. The traffic volumes for full-occupancy of the approved development within the subject site were calculated using a combination of the traffic count data and the previous Updated Analysis Traffic Impact and Parking Study (Cole Engineering Group Ltd., February 213) for the subject site [Cole Study]. The full-occupancy of the approved development within the subject site is expected to generate a total of 174 AM and 314 MID peak hour trips. 8. The proposed development will have a negligible impact on the existing traffic flow on J.C. Massie Way and Little Lake Drive. 9. The proposed site access configuration will operate effectively as an unsignalized driveway access with one-way stop control at the following locations: Northbound Lower Parking Lot Access at J.C. Massie Way; Northbound Upper Parking Lot Access at Existing Access driveway; and Northwestbound Existing Access at J.C. Massie Way / Little Lake Drive. 1. The proposed configuration of the emergency access is not anticipated to result in any operational issues. 11. One egress lane and one ingress lane will provide the necessary capacity to service the subject site at all site access driveways. 16
Appendix A Site Plan 17
Appendix B Traffic Counts 18
Ontario Traffic Inc Morning Peak Diagram Specified Period From: 7:: To: 1:: One Hour Peak From: 8:: To: 9:: Municipality: Site #: Intersection: TFR File #: Count date: Barrie 16971 Little Lake Dr & J.C. Massie Way 5 3-Mar-16 Weather conditions: Person(s) who counted: ** Non-Signalized Intersection ** Major Road: Little Lake Dr runs W/E North Leg Total: 43 Heavys 1 1 Heavys East Leg Total: 13 North Entering: 22 Trucks 1 1 Trucks 1 East Entering: 34 North Peds: 3 Cars 19 1 2 Cars 2 East Peds: 5 Peds Cross: Totals 21 1 Totals 21 Peds Cross: Heavys Trucks Cars Totals 1 1 51 53 Little Lake Dr Heavys Trucks Cars Totals 1 18 19 95 95 1 113 J.C. Massie Way N W E S J.C. Massie Way Cars Trucks Heavys Totals 2 2 32 32 34 Office Building Driveway Cars Trucks Heavys Totals 96 96 Peds Cross: Cars Cars Peds Cross: West Peds: Trucks Trucks South Peds: West Entering: 114 Heavys Heavys South Entering: West Leg Total: 167 Totals Totals South Leg Total: Comments
Ontario Traffic Inc Mid-day Peak Diagram Specified Period From: 11:: To: 14:: One Hour Peak From: 12:3: To: 13:3: Municipality: Site #: Intersection: TFR File #: Count date: Barrie 16971 Little Lake Dr & J.C. Massie Way 5 3-Mar-16 Weather conditions: Person(s) who counted: ** Non-Signalized Intersection ** Major Road: Little Lake Dr runs W/E North Leg Total: 38 Heavys 1 1 Heavys 2 East Leg Total: 237 North Entering: 22 Trucks 1 1 Trucks East Entering: 93 North Peds: 3 Cars 17 3 2 Cars 14 East Peds: 8 Peds Cross: Totals 19 3 Totals 16 Peds Cross: Heavys Trucks Cars Totals 1 2 18 111 Little Lake Dr Heavys Trucks Cars Totals 2 13 15 2 139 141 4 4 2 2 156 J.C. Massie Way N W E S J.C. Massie Way Cars Trucks Heavys Totals 1 1 91 1 92 92 1 Office Building Driveway Cars Trucks Heavys Totals 142 2 144 Peds Cross: Cars 4 Cars Peds Cross: West Peds: 2 Trucks Trucks South Peds: 1 West Entering: 16 Heavys Heavys South Entering: West Leg Total: 271 Totals 4 Totals South Leg Total: 4 Comments
Ontario Traffic Inc Afternoon Peak Diagram Specified Period From: 16:: To: 19:: One Hour Peak From: 16:: To: 17:: Municipality: Site #: Intersection: TFR File #: Count date: Barrie 16971 Little Lake Dr & J.C. Massie Way 5 3-Mar-16 Weather conditions: Person(s) who counted: ** Non-Signalized Intersection ** Major Road: Little Lake Dr runs W/E North Leg Total: 63 Heavys Heavys East Leg Total: 95 North Entering: 34 Trucks 1 1 Trucks East Entering: 79 North Peds: Cars 33 33 Cars 29 East Peds: 2 Peds Cross: Totals 34 Totals 29 Peds Cross: Heavys Trucks Cars Totals 1 111 112 Little Lake Dr Heavys Trucks Cars Totals 28 28 1 15 16 1 43 J.C. Massie Way N W E S J.C. Massie Way Cars Trucks Heavys Totals 1 1 78 78 79 Office Building Driveway Cars Trucks Heavys Totals 15 1 16 Peds Cross: Cars Cars Peds Cross: West Peds: 5 Trucks Trucks South Peds: West Entering: 44 Heavys Heavys South Entering: West Leg Total: 156 Totals Totals South Leg Total: Comments
Total Count Diagram Ontario Traffic Inc Municipality: Site #: Intersection: TFR File #: Count date: Barrie 16971 Little Lake Dr & J.C. Massie Way 5 3-Mar-16 Weather conditions: Person(s) who counted: ** Non-Signalized Intersection ** Major Road: Little Lake Dr runs W/E North Leg Total: 355 Heavys 3 3 Heavys 3 East Leg Total: 11 North Entering: 178 Trucks 5 1 6 Trucks 3 East Entering: 493 North Peds: 17 Cars 156 13 169 Cars 171 East Peds: 34 Peds Cross: Totals 164 14 Totals 177 Peds Cross: Heavys Trucks Cars Totals 4 1 63 644 Little Lake Dr Heavys Trucks Cars Totals 3 2 159 164 1 9 493 53 4 4 4 11 656 J.C. Massie Way N W E S J.C. Massie Way Cars Trucks Heavys Totals 12 1 13 474 5 1 48 486 6 1 Office Building Driveway Cars Trucks Heavys Totals 56 1 1 517 Peds Cross: Cars 4 Cars Peds Cross: West Peds: 14 Trucks Trucks South Peds: 4 West Entering: 671 Heavys Heavys South Entering: West Leg Total: 1315 Totals 4 Totals South Leg Total: 4 Comments
Appendix C Previous Study Excerpts 19
Brimanor Construction Services Ltd. Page 6 of 13 February 27, 213 Updated Analysis Traffic Impact and Parking Study Highway 4 and Duckworth Street City of Barrie The future (215) background results reflect that the signalized intersection of Cundles Road East / Duckworth Road is expected to operate at acceptable level of services (LOS) during the morning peak period; however, it is expected to operate above capacity during the afternoon peak period. This is due to the heavy vehicles along Cundles Road East / Duckworth Road. This is as a result of the background development and growth within the study area. However, for the ultimate build-out, the future (215) background analysis reveals that the signalized intersection of Cundles Road East / Highway 4 N E-W off-ramp is expected to operate at acceptable overall LOS during the morning peak period and afternoon peak period. The Cundles Road East / Little Lake Drive (JC Massey Way) intersection is expected to continue to operate at acceptable LOS with no individual movements operating above capacity. The unsignalized intersection of Little Lake re-alignment / Little Lake Drive is expected to continue to operate at excellent LOS. 3. Site Traffic The Full Build-Out of the proposed senior community development will consist of approximately 14 retirement residential suits. Ultimately, the proposed site access will be aligned with Little Lake Drive re-alignment (JC Massey Way). 3.1. Trip Generation Based on the trip generation data summarized in the Trip Generation Manual, 8th Edition, published by ITE, Land Use Code 255 (Continuing Care Retirement Community) was used to determine the new trips generated by the proposed development. To be conservative, the average rate for the land use was applied and the trip generation for the proposed development is summarized in Table 3.1. Size Table 3.1 Site Trip Generation Parameters Weekday AM Peak Hour Weekday PM Peak Hour IN OUT TOTAL IN OUT TOTAL Continuing Care Gross Trips 16 9 25 2 21 41 Retirement Community 14 suits Gross Trip Rates.12.6.18.14.15.29 Total New Vehicular Trips 16 9 25 2 21 41 As summarized, the proposed development at full build-out is expected to generate 25 new vehicular two-way trips in the morning peak hour (16 trips in / nine (9) trips out) and 41 new vehicular two-way trips in the afternoon peak hour (2 trips in / 21 trips out).
Appendix D Synchro Results 2
Lakeside Terrace HCM Unsignalized Intersection Capacity Analysis 1: Lower Parking Access & J.C. Massie Way Total (216) AM Peak Hour Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 128 19 61 7 Future Volume (Veh/h) 128 19 61 7 Sign Control Free Free Stop Grade % % % Peak Hour Factor.85.85.85.85.85.85 Hourly flow rate (vph) 151 22 72 8 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 173 234 162 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 173 234 162 tc, single (s) 4.1 6.4 6.2 tc, 2 stage (s) tf (s) 2.2 3.5 3.3 p queue free % 1 99 1 cm capacity (veh/h) 1416 759 888 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 173 72 8 Volume Left 8 Volume Right 22 csh 17 1416 759 Volume to Capacity.1..1 Queue Length 95th (m)...2 Control Delay (s).. 9.8 Lane LOS A Approach Delay (s).. 9.8 Approach LOS A Intersection Summary Average Delay.3 Intersection Capacity Utilization 17.9% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report JD Engineering 12/4/216
Lakeside Terrace HCM Unsignalized Intersection Capacity Analysis 2: J.C. Massie Way/Little Lake Drive & Existing Access Total (216) AM Peak Hour Movement NWL NWR NET NER SWL SWT Lane Configurations Traffic Volume (veh/h) 4 2 19 19 1 21 Future Volume (Veh/h) 4 2 19 19 1 21 Sign Control Stop Free Free Grade % % % Peak Hour Factor.85.85.85.85.85.85 Hourly flow rate (vph) 47 2 22 128 1 25 Pedestrians 5 3 Lane Width (m) 3.5 3.5 Walking Speed (m/s) 1.2 1.2 Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 118 94 155 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 118 94 155 tc, single (s) 6.4 6.2 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 95 1 1 cm capacity (veh/h) 878 962 1432 Direction, Lane # NW 1 NE 1 SW 1 Volume Total 49 15 26 Volume Left 47 1 Volume Right 2 128 csh 882 17 1432 Volume to Capacity.6.9. Queue Length 95th (m) 1.3.. Control Delay (s) 9.3..3 Lane LOS A A Approach Delay (s) 9.3..3 Approach LOS A Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 19.9% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report JD Engineering 12/4/216
Lakeside Terrace HCM Unsignalized Intersection Capacity Analysis 3: Upper Parking Lot Access & Existing Access Total (216) AM Peak Hour Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 61 49 25 17 Future Volume (Veh/h) 61 49 25 17 Sign Control Free Free Stop Grade % % % Peak Hour Factor.85.85.85.85.85.85 Hourly flow rate (vph) 72 58 29 2 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 13 13 11 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 13 13 11 tc, single (s) 4.1 6.4 6.2 tc, 2 stage (s) tf (s) 2.2 3.5 3.3 p queue free % 1 98 1 cm capacity (veh/h) 1468 869 96 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 13 29 2 Volume Left 2 Volume Right 58 csh 17 1468 869 Volume to Capacity.8..2 Queue Length 95th (m)...5 Control Delay (s).. 9.2 Lane LOS A Approach Delay (s).. 9.2 Approach LOS A Intersection Summary Average Delay 1. Intersection Capacity Utilization 16.2% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report JD Engineering 12/4/216
Lakeside Terrace HCM Unsignalized Intersection Capacity Analysis 1: Lower Parking Access & J.C. Massie Way Total (216) MID Peak Hour Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 173 29 13 19 Future Volume (Veh/h) 173 29 13 19 Sign Control Free Free Stop Grade % % % Peak Hour Factor.78.78.78.78.78.78 Hourly flow rate (vph) 222 37 167 24 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 259 48 24 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 259 48 24 tc, single (s) 4.1 6.4 6.2 tc, 2 stage (s) tf (s) 2.2 3.5 3.3 p queue free % 1 96 1 cm capacity (veh/h) 1317 64 83 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 259 167 24 Volume Left 24 Volume Right 37 csh 17 1317 64 Volume to Capacity.15..4 Queue Length 95th (m)...9 Control Delay (s).. 11.2 Lane LOS B Approach Delay (s).. 11.2 Approach LOS B Intersection Summary Average Delay.6 Intersection Capacity Utilization 2.9% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report JD Engineering 12/4/216
Lakeside Terrace HCM Unsignalized Intersection Capacity Analysis 2: J.C. Massie Way/Little Lake Drive & Existing Access Total (216) MID Peak Hour Movement NWL NWR NET NER SWL SWT Lane Configurations Traffic Volume (veh/h) 111 1 15 158 3 19 Future Volume (Veh/h) 111 1 15 158 3 19 Sign Control Stop Free Free Grade % % % Peak Hour Factor.78.78.78.78.78.78 Hourly flow rate (vph) 142 1 19 23 4 24 Pedestrians 8 3 Lane Width (m) 3.5 3.5 Walking Speed (m/s) 1.2 1.2 Percent Blockage 1 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 16 132 23 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 16 132 23 tc, single (s) 6.4 6.2 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 83 1 1 cm capacity (veh/h) 825 915 1341 Direction, Lane # NW 1 NE 1 SW 1 Volume Total 143 222 28 Volume Left 142 4 Volume Right 1 23 csh 825 17 1341 Volume to Capacity.17.13. Queue Length 95th (m) 4.7..1 Control Delay (s) 1.3. 1.1 Lane LOS B A Approach Delay (s) 1.3. 1.1 Approach LOS B Intersection Summary Average Delay 3.8 Intersection Capacity Utilization 25.3% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report JD Engineering 12/4/216
Lakeside Terrace HCM Unsignalized Intersection Capacity Analysis 3: Upper Parking Lot Access & Existing Access Total (216) MID Peak Hour Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 88 73 65 47 Future Volume (Veh/h) 88 73 65 47 Sign Control Free Free Stop Grade % % % Peak Hour Factor.78.78.78.78.78.78 Hourly flow rate (vph) 113 94 83 6 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 27 243 16 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 27 243 16 tc, single (s) 4.1 6.4 6.2 tc, 2 stage (s) tf (s) 2.2 3.5 3.3 p queue free % 1 92 1 cm capacity (veh/h) 1376 75 89 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 27 83 6 Volume Left 6 Volume Right 94 csh 17 1376 75 Volume to Capacity.12..8 Queue Length 95th (m).. 2. Control Delay (s).. 1.2 Lane LOS B Approach Delay (s).. 1.2 Approach LOS B Intersection Summary Average Delay 1.8 Intersection Capacity Utilization 19.1% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report JD Engineering 12/4/216